Balistic

Yes you are missing the blind following gene. I have the same affliction and have been managing my condition with trial error drills to great success. There are a few more specific techniques to moving from one side to the other but the basic of staying square with the bike is one of the most important. I used to twist on the bike but that was when they all had Harley style tanks with nothing to hold onto. Will

What i mean is I don't like the engine pulling on the rear wheel. If I had a sprag clutch like the one on the starter that could be installed on the back of the clutch I would like to try it. I didn't mean coasting with the clutch in at all; I can't be light on the bars and have force on the controls at the same time. If you have ridden two stroke street bikes you will know what I mean by no engine brake, If not it's very hard to explain. Will

Hi All I just went through a week and weekend that have made me feel like a racer. Having done two schools on the 9th and 10th (two 12+hour days), I came in Monday and took the trucks back, drove home to get my daughter and came back to within two miles of the shop( an hour drive one way) to take her to see Dr. Gale. Then drove home to take my truck in to get the hitch installed, a long day. Tuesday I spent going up to see my newest sponsor Dan Kyle of Kyle racing and put a motor he had for me (to run in the 200) in the bike and run it. I left at 5 A.M. and got to his shop at 10:45, by noon the new motor was hanging in the frame. My bike was well worn and I hadn?t had it out of the trailer since last month and took some heat about it being dirty. By 5P.M. it was on the dyno with a new pipe, shifter, chain, sprockets, and a few other odds and ends. It worked so good, when Dan was done with the mapping I was very pleased. We had some trouble keeping it cool on the dyno and Dan gave me a new radiator to install at the track. Off Brenda and I went back home arriving at 1A.M. Wednesday, a 21 hour day. I got up at seven and loaded my trailer for the race. Then at two went and got my truck with the new toy hauler I had just bought. The first good nights sleep of the week followed and then up at five to the track with the old trailer Thursday morning and back to the house for the other trailer. With both trailers at the track by noon I was feeling the effects of the week and took an afternoon nap. I worked on the bike after sunset and had it ready by nine. Friday was a great day with clear sky?s and 75 to 80 degree temperatures. I got out in practice to figure out how to use my bike with the changes we had made and though a little slow to figure out the quick shifter, I soon liked it. I went out in timed practice for the 200 and was fourth in the first one with a 23.6 behind Hays, Haskovec, and Perez. In the second I was able to do a 22.9 and that time put me third behind Hays and Haskovec. I was ready for qualifying. I took the Rhino fender off thinking it was heating the motor up by blocking the air to the radiator, put a set of tires on and went out only to go slower on new tires than I had on smoked ones. I have no idea why, I think it may be that I like the bike loose and sliding around. At any rate I qualified ninth on the grid, eight for the day as Dowie was on the front row from last month. Friday night I had to make a decision about the motor having gotten it too hot a couple of times I decided to go with the spare that was down on power but stayed cool enough to ring it?s neck none stop. At 5 I started and by 9:30 was done and ready for the sprints. One of the biggest gains I got from going to Dan Kyle?s shop was watching him map the bike and finding out that my tach was 1,000 rpm off. All year I have been seeing the R6s of Palazzo and Perez pull me and now I know why. My first race was 750 Super Stock and I got a great start and was first out of turn one, the first hole shot in a 750 class all year! Going into one on the second lap I saw the yellow and at two the red. A rider was down in one. When they brought us back to the pit I saw that Dawn Chapman was down on the front straight and saw another bike too. I knew instantly that it had happened again, at the WSMC they have a orange checkered flag called the orange crush that to everyone else would be a red flag and go to the pit slowly. In the WSMC when they through the red they want us to stop on the track and this is twice in two months and the fourth of the year where one rider has slammed another on the front straight when the red was thrown. I had just put my warmers on and the immediate call to grid was called. I went out and going through two I was pulling up on Hays, thinking about passing him filled my head and going through three I lost the front. I picked it up on my knee but the rear started coming around and I let it go. Crashed on the warm up for the restart, the bike was a mess with the top of fairing gone, a big hole in the gas tank and the tail hammered, but nothing important broken off. This was race three and I was in race five next! Back to the pit and trying to assess what to do for the next race? I decided the best thing to do was use the body work off Keith?s bike and race mine. With Tarl, Adam, Jeff, Jaime, Tim and I we had it ready and when third call came for 650 Superbike I was off to tech. We didn?t have time to change tires so with the DOT?s on I didn?t know what to expect. I got off in second behind Perez and he was able to pull me a couple of tenths a lap and pull clear. On the end of the fifth lap Palazzo came by me on the outside of nine, the one turn I have never matched him in. That is when I realized the value of what I learned on the dyno. I pulled in and drafted past him into the brakes for one. He wanted it more than I thought and just as I thought it was a done deal he let off the brakes and turned in on me. I would be surprised if there was an inch between us as I turned with the brakes still on hard, I got it turned and he ran wide as I pulled up even into two. I didn?t want to battle and decided to follow him onto the straight and try to draft by again, but finished third a bike length back. Then 750 Mod Prod. I got out behind Munoz and got up under him at the exit of two with the rear sliding and steering it up out of the turn I had it wobbling all the way down the straight to three. It was so funny to hear the motor exhaust note changing as the bike shook. I got into three first and cleared off for the win. F-40 was looking interesting as some of the 250 50 guys were out in it and so was Mark Watts. I got off in the lead and on lap two I looked back on the front straight and there was Watts about two seconds adrift. I know I get him off the line and he is a real threat if he catches me so I put my head down to make sure if he caught me he had earned it and not caught me sleeping. He didn?t and I won. F-2 was the last race on Saturday for me. I had expected to have to battle for a podium with Perez, Palazzo, Siglin, and Lane in attendance but none of them raced it opting out for the 200. I got off in first and just rode, though at the half way flags I became aware that I had let myself get behind on salt and potassium as my left hamstring started cramping. It wasn?t too bad but I took every chance in the last three laps to let my left leg hang off the peg. At the flag I looked back and Michael beck was about a second behind me in second, his best finish of the year. I think he is only sixteen years old to boot! From making the biggest blunder of the season to three wins gaining four points on Palazzo was a dream come true and just the shot in the arm I needed to put the crash out of my mind for the 200. Sunday morning was raining! It never rains at Willow right? I made the mistake of telling Watts I had a tire groover and before it was over I had grooved fifteen tires for 250 guys. Dunlop didn?t have any rains on hand. Just the warm up I needed to keep my right wrist from getting too worked up in the race. I skipped practice so the first lap I did on Sunday was the parade lap. It had dried and the weather was good except the wind had steadily picked up and by race time was 20 30 mph blowing across the front straight. Between the parade and intro I knew my tires were cold and took the first laps easy trying to settle into a pace I knew I could do and be able to race at the end if needed. With the wind that turned out to be low 28s and high 27s. The first few times I saw the pit board I couldn?t believe I was going so slow, I had expected to do 24s and 25s,but no one was passing me. I had let the lead group go only passed two riders in my first stint, very lonely indeed. I had built a big tank with the hope of going 40 laps before pitting, it was two inches taller and I got Ken Fair of Cee Bailey?s Aircraft Plastics to make a new double bubble screen two inches taller to match. The wind was killer, I have raced at Willow in wind that bad before but not in that direction. It was perpendicular to the front straight and that meant that it was killing my speed in the straights and also my two best corners One and Eight. I could only use fifth gear down the straights and through eight and had to use third in one where I usually run fourth. I figured out that if I sat off the left side of the bike it was much better down the front straight. Needless to say loosing five to ten mph in the fastest part of the track is not good for lap times. The 1,000s were killing me in eight and out of one, usually not the case at all. The tank worked wonderfully and the fuel light came on at lap 42, I ran two more laps and came in on lap 44 in seventh place. We had drilled the rear tire change and using the new Pit Bull reverse stand it went perfect with the wheel on just as the tank was full. I walked over to get on the bike and looked at the axle just as the pin was going in and the nut was too far in. The only way for that to happen is for the internal spacer in the drive to have fallen out and I told them to take it off. We had drilled the tire change and I was confident that the boys knew what to do but we hadn?t drilled any what if?s and the time I had taken helping the 250 guys in the morning had compromised my preparation for the race. I should have been the one to set up pit at the wall. I know so many people that have not known what that spacer was when they saw it on the ground, and that is what happened, just an extra part. Once the wheel came back off the comedy started, under pressure we all wilted and four minuets after pulling in I was back on the track having dropped almost three laps. I put my head down and was able to put together a string of low 27s with a few 26s in on what was to be a very bald front by the end of the race. The wind had pushed the front way more than I expected and that made up for the slower speed with front tire wear, I couldn?t have ridden any faster on a single front tire and that?s why next year I will be changing it too at the half way point. I think the results are final with me in 17th, out of the top ten finish I had hoped for but I am happy with the way I rode and with a good pit stop Im sure I would have meet my target. Hays, Haskovec, Barns, Pfeiffer, Montoya, and Stearn the only riders to pass me on the track. Next year will be very interesting with no quick change allowed, the playing field will be level and a small bike with a one stop strategy may work very well indeed. Will Eikenberry WSMC # 87 CCS Pacific # 63 Thanks to all who helped me, Keith Code and the California Superbike School, Kawasaki, Dunlop, Silkolene, AGV Sports, KBC Helmets, Lockhart Phillips, Sharkskinz, Elka Shocks, GP Suspension, Factory Pro Tuning, Graves Motorsports, Ferodo Brakes/Brake Tech, Kyle Racing, Sato Exhaust, Mackie's, L&L Motorsports, Pit Bull, Yin's TKD, Stompgrip.

I saw the last GP with a camera on Rossi's left hand and he does use the clutch past the point that he has started rolling on. I don't have a clue why and like the rear brake I just don't have the attention to try it and see what it will do. I have the idle set at 3,500 on my 636 because I don't like engine braking or chatter from the rear. I also hold my down shifts until just before I turn so the RPM is lower and engine braking is less. One of the Kawasaki mechanics told me that the stock slipper adjustment on the 600 was way too loose and told me how to tighten it up. I rode the bike and loved the way the slipper was adjusted, without raising the idle it had less engine braking than my 636. I would coast into the corners (no engine braking) if I could have the bike in the right gear for the roll on. That may be what Rossi's doing, if it is I can't do it and will wait for better slipers to give the feel of the two strokes I grew up on. Will

Hi All I just got through the hardest weekend of the year so far. The first and biggest thing was the wind, it was blowing early Friday morning and that is always a bad sign. Having not ridden at all since the last race, and needing to try and qualify for the 200 Friday was the second. The third was all the drama that the wind would bring through the weekend. And with all I have been doing and needing to fly out Sunday night to do schools at VIR Monday through Thursday then drive back, I would have skipped this race were I not in the point?s race. I was up late Thursday night and late getting to the track so I got one session in before the timed practice to seed for the A and B qualifiers in the late afternoon. That ended up not being the case as only 18 riders showed for qualifying. I lead the first session with a 1:25.2 on last month?s race tires. The second session was a little better with a 1:24.8, .005 ahead of Dowie. Having lead both timed practice sessions I was thinking my shot at securing a front row spot was good enough to risk buying a set of tires. The wind had really picked up by 3PM (gusting to 25+mph) and I was a little tentative the first two laps trying to figure out which way the wind would push me and how to use it. Going into one the bike didn?t want to turn but into two I could fly with the wind doing the slowing for me. Into three I had to pull my brake markers back, four, five, six and seven were OK but in eight it was hell to hold onto the bike and keep it on line. Into nine the air brake was tremendous and took several laps to figure out when to shut the throttle off and not be too slow into nine. I put seven laps in before the red flag flew but felt like I had done the best lap I was likely to do and the tires were off so I elected to stay in for the restart and see how every one else would do in the wind. I did a 1:24.0, West ended up 1:23.79, and Dowie a 1:23.2. Dowie had a set of 16.5 qualifiers and I figured he would go when it counted. Last year I qualified with 1:24.5 so I think even if I don?t do better I will make the show, but for now I am a provisional front row. Saturday I was sore from hanging onto the bike and really didn?t want to ride in the wind any more. I went out for one session in the late morning and Toye came by on the front straight so I picked it up and was hanging with him into four when he went wide and I got under him. He came back by on the front straight and I trailed him back onto the front straight and he just shot away. He was riding his Superbike and pulled about two seconds on the straight alone. By the exit of three I was back on him and going over six he put a leg out. Not a race but any time I can stay close to a club champ and AMA rider It?s a good day and big boost for the weekend. One more session in the afternoon chopping up some of the 1000 riders in the wind was all I needed to feel ready for Sunday. My first race was 650 Superbike and I got a good start but going into one it all went wrong. I shut off a few feet early and Lane came up on the outside which surprised me as I had only left two feet to my right and the wind was blowing left to right. As he got a wheel on me he started to turn, way earlier than I would and I had to bend it in too. Just as I did Perez came up inside of and we hit punting me right into the rear of Lane. Neither was much of a hit but it was enough get into my head and slow me down for the first two laps. So out of one I was fourth behind Carnabucci, Perez, Lane. Going into two Palazzo got by on the inside and past lane, Lane and I got past Carnabucci and for two laps I tried to figure out how to get past lane with my front chattering from too soft a tire choice. I got by Lane but then mistook the white flag for the checkered and though I had moved into second when Pallazo crashed I ended up seventh before realizing my mistake. The next race was the single biggest drama of the weekend as Pallazo had severely damaged his bike and borrowed Perez?s spare bike that was for sale. On the second or third lap while running second to Perez he became the first victim to the wind on Sunday. He was bruised and scraped but OK, more than you could say for the bike as it was brought back in three major parts, front, middle, and rear. It was the worst bike I have seen, A total lose. Now after crashing in two consecutive races he scored no points for the weekend and his point lead cut from 64 to 23. A mistake of biblical proportion as he only needed to finish races to be the club champ. 750 super stock turned out to be one of the best races I have had this year and after the blunder I had in the 650 race I needed it. I got off good in third and was first at the exit of two and put my head down for two more laps. On the start of the third lap I was catching the first wave and looked back to see how aggressive I needed to be passing. I had a two second lead and spent the third plugging along when at the stripe West came by and I knew it was on. We passed each other multiple times a lap for the last two laps and I had the lead into eight on the last lap. I did the best I could leading out of nine but the 750 powered by at the line. 750 Mod. Prod. Was next and after a good start I was in the lead out of two and never challenged for the win. F-2 turned out to a tougher race than I expected, with Pallazo out and Perez having gone home I thought I had it covered. I got out and pulled a lead but staying focused and fighting the now 30+mph winds had taken it?s toll. Lane has been faster at each race and ran me down on the third lap. I did my best to stay out front but he was all over me and after he got by, I was able to match him and we were dicing it up for five laps passing two to three time a lap. I got him into three on the last lap and chocked up a little slowing in four and not getting out of six like I wanted. So I went bombing into nine and with dust trailing across the track the wind was too much and pushed the front big time making me wait to get on the gas and giving Lane enough of a run to nip me at the line. I have the best seat in the house to watch the new talent coming up and Lane along with a few others have made this a great year for me to be one of the boys at the track. Last race of the day was F-40 and I had seriously thought of skipping it but my wife wouldn?t let me. I was able to keep my streak going of being the fastest old guy on a 600 and remain unbeaten in F-40. It was a good weekend through the worst conditions that Willow has to offer. I am looking forward to the sprints and 200 in October with a fresh motor and a big fuel tank in the works I am hoping to be in the top ten at the 200. Will Eikenberry WSMC # 87 CCS Pacific # 63 Thanks to all who helped me, Keith Code and the California Superbike School, Kawasaki, Dunlop, Silkolene, AGV Sports, KBC Helmets, Lockhart Phillips, Sharkskinz, Elka Shocks, GP Suspension, Factory Pro Tuning, Graves Motorsports, Ferodo Brakes, Mackie's, L&L Motorsports, Pit Bull, Yin's TKD, Stompgrip.

I have heard this many times, and while it may be the fastest way to the apex it is not the fastest way around a corner. To do it you give up some amount of radius, by turning slowly at first your not using all the track. because of the tightened radius you have you will need to scrub more speed to make it out of the turn and that is the fly in the ointment. If you are going a couple MPH faster going in and gain an advantage you will loose it after the apex when having to go slower than if you used a late wide turn you will be caught. If it's a one line turn you may keep the pass, if it's not you will be going wide and the inside is wide open for a momentum pass. What I mean by a momentum pass is that a late wide turn will give you the biggest radius and the highest average speed through the turn. Trailing in will get you to the apex quicker but you will need to slow more to adjust for the lost radius and also arrest the slowing and turn it to acceleration. The other down side of trailing is increased tire wear. having the front loaded for a longer period of time and then needing to shock the rear and accelerate out from the apex. The difference that is most noticeable is if the turn has a straight at the exit as the couple of MPH at the apex will be seen all the way down it. I am just outlining the idea of the give and take you must weigh before deciding what the best solution to a turn or passing situation is. I would never try and out trail a trail braker or out late turn someone who is using it. Each passing situation is different and just getting past isn't always enough, you must stay ahead after the pass or it just gets frustrating. Will

High all I just had one of the best race weekends of the year though it started out very off on Friday morning when I just couldn?t get my timing together and made some very big mistakes almost running off the track three times. It was very hot between 100 and 105 all three days. My plan was to go and test DOT set up and right off the bat that went out the window. After talking to Dennis Smith about the tire I had been running we figured out the 640 is too hard for me and that is the reason I had been searching for traction the last two months. So I was going to back to the 758 but didn?t have any used tires to test the theory and I couldn?t buy a new set just to see. Then the first gift of the weekend, due attrition and my results I got the honor of testing the new Buffalo 180 rear for Dunlop. It is different from the UK tire and took some setup to adjust to the 180 size as all I have run lately is the 190s. By Saturday afternoon I was going good on it (low 25s) and decided to race it in 750 superstock. The 750 superstock race has become a battle with more fast guys coming out and a fourth in June and third last month after winning all the others shows it. I got a typical start of eighth into turn one and got up to third by turn three behind West with Kieffer leading. I could tell West was going to go by and I got right up on him but couldn?t get by too. On the third lap we were all still together and I was still looking for a way by Kieffer when my shield was suddenly covered with something. I knew it was coming off Kieffer?s bike but I thought it was oil, it turned out a rock had punctured his radiator. He went into three and it came around almost to the lock and punted him out of the seat. He got it back together but that and the little bit of gap I gave him was hurting me and letting West get away. Coming out of six the same thing and up went his hand. West had about two seconds in hand and I was only able to pace with him doing a 24.1 in the process. Second is a good result for sure and not being able to see out of my shield or windscreen I was happy just to finish. The new tire is great and at about 270.00 a set will be a big hit. Next up was 750 Mod Prod and I was out for blood. I got a good start for a 750 race of fifth into one and fourth into two. I went around the outside of Stearn and just as I was about to go around Munoz he darted out to try and outside move on Eaton. It was too cool, I went to the inside of him and then the out side of Eaton and was side by side coming out of two. Eaton decide to try and keep me behind going into three and just about did, his 750 negating my drive and we hit the brakes side by side. He started to come across track into me before we got to the turn and I let off the brakes a little and dive bombed three. It worked, and going onto the back with enough of a lead that I never heard or saw another rider the rest of the race. My best lap on the slicks being a 24.3, slower than the new DOT. F-40 was more or less a race to see how far up into the first wave I could get before the flag, I won. F-2 was the first race I would have to go up Palazzo, he separated his shoulder last month and no way did I think he would be able to race let alone do well. Boy was I off as he won both 600 races going faster than I had gone doing some 23s. Also Lane who beat me on 650 superbike last month. I got off in second to Carnabucci and was going to go on the outside of him going into two when Palazzo shot by on the outside and I set up to go under him. That didn?t work and neither did the other two attempts before I went around him on the inside of nine. Palazzo had already gapped me big, about two seconds and I knew he could do faster laps than I had so I decided to wait him out and see if his pace fell off in the closing laps. NO, he is the man. He rode in excruciating pain in oppressive heat and my hat is off to him. I got second. 650 superbike was the race I really had my sights on. I had some handling issues with the slicks and I made an adjustment to the front tire pressure and the rear rebound as well as fitting a 758 in place of the 640 I had used in the other three races. Siglin had told me wouldn?t be out but appeared on the pre grid, Lane who had nipped me last month was there but Palazzo had opted out as he already had max points for the weekend with three wins. Off we went and Carnabucci for the third time on the day shot out into the lead with Siglin and I trailing. I wasn?t too pleased with the moves that Carnabucci had put on me in F-2 and decided to show him with a very close outside pass in two, just enough to get his attention. I caught Siglin into three and tried to go by down the back straight but he motored me bad. I set up and went around him on the outside of nine but he just blew by on the front straight before the strip, ouoh. I stayed with him and on the second lap going into eight I rode right around the outside of him and burned it through nine to try and gap him. It worked and going onto the straight for the cross flags I had two seconds in hand and continued to walk away for the win. The changes worked great and though I don?t know how fast I went the last laps of the day were definitely my fastest. A guy came up to me after the race and told me that siglin had 127 horse motor in that race and the way he came by me after I had just passed him I can believe he had a lot more in hand than the 112 I tested last month in the heat. Will Eikenberry WSMC # 87 CCS Pacific # 63 Thanks to all who helped me, Keith Code and the California Superbike School, Kawasaki, Dunlop, Silkolene, AGV Sports, KBC Helmets, Lockhart Phillips, Sharkskinz, Elka Shocks, GP Suspension, Factory Pro Tuning, Graves Motorsports, Ferodo Brakes, Mackie's, L&L Motorsports, Pit Bull, Yin's TKD, Stompgrip.

I use tire warmers when I race but many times in practice I don't. I just turn the bike slower through the turn on the first lap. the point I am looking for is when the tire just starts to talk to me ( squirm). this isn't easy to find and it would be far cheeper to use the warmers than spend the time and money to find it now. The faster you get the louder the tires will talk to you. Will

The idea of what type of body inputs into the bike is the issue. No one will dispute that if you through the balance of the bike off by moving to one side it will change direction (lean), But is it steering? But if you think pushing a knee into the tank or changing peg weight without body position movement will do much that would be in dispute. an interesting point is no matter what you do with your body to effect the direction of the bike it will Counter Steer to the new direction, hands on or off the bars. It is just how a bike works. I am a firm believer in body steering ( moving my body to change the CG of the bike to the side I want to steer to) in regards to helping with Counter Steering. I wouldn't assign it a percentage of steering input just because I can steer the bike without it, but when you have little time in which to steer it's use can cut down on steering effort and rider fatigue. Will .

Hi All I had another very good weekend at the track even with very severe conditions. It was hot, 100 degrees. The wind was blowing, 20 to 30 mph. And to top it off we were in the ash cloud of both the Lake Isabella and Valencia fires. My first race was 750 Super Stock and I got off to a good start behind Kieffer and Adams. We were very close on the first lap and on the second lap Adams started running into Kieffer, and I do mean major contact. Enough so that each time a cloud of rubber smoke was produced. This happened four times in three laps and each time it balked us both about a second back. I was getting pissed that he was being so careless and I didn?t want to pass him and be the guy he was ramming either. On lap four he reaped what he was sowing and ran into a back marker in eight with his front brake lever locking his front wheel and sending his bike tumbling down the edge of the track. He was OK but my race with Kieffer had been seriously impaired. I caught him on the last lap and turn three was the only hope I had of getting by, just as we ran up on a back marker. I was already set up to go under him when he decided to go under the slower rider and he in turn he decided to low line into three. Well Kieffer scared himself going in so low inside the other guy and I was caught behind both of them wishing I had taken the outside as we parked it into three. That was my last chance to get by as the 750s just flat motor me down both straights, What I didn?t know was that when we parked it West had caught up and was planning to go by on the front straight, which he did just before the line and pimped second from me. Other than being the most upsetting race I have been in with the all contact I was very happy to have gotten the DOTs working well enough to be in contention for the win. Second was 750 Mod. Prod. And with the slicks back on I was looking for redemption. I got off in eighth and went into turn two fourth, I came out of two first and put my head down putting a front straight gap on second place by the end. I have so much more confidence in the set up with the slicks that all I have to do is ride. My goal next month is to work on the DOT set up until it?s as good as the slick set up, so I can just think about riding and not how much drifting the rear is doing in Super Stock. Third was F-40 and I took as a practice for F-2 and 650 Superbike. Wire to wire first. Fourth was F-2 and I was starting to feel the heat and my lack of condition, having been out of the gym for 10 weeks nursing my shoulder. I got off in second behind Carnibucci. I decided to just stay back until the sixth lap and try to pull out then. This was looking like a good plan until the turn three on the fifth lap when Lane came up the inside of me into three. I saw him just as I looked into the turn prior to turning and noticed he was out of control intermittently locking his front wheel. I stayed on the brake and waited for him to turn so he wouldn?t take me out if he crashed. I found out later that he had bottomed the front on the transition and was in fact close to loosing it. I didn?t know who this kid was and I didn?t want to be third so I picked it up passing him into nine and Carnibucci into three on the sixth lap. I put about three seconds on the two of them to win. Last was 650 Superbike and I wanted to go ahead and lead it. I got off behind Carnabucci again, he has got starting down. I passed him on the first lap and thought I was going fast. On the last lap out of nine Lane passed me and I was totally surprised, I didn?t know he was there at all. On the cool off lap I couldn?t even put my left foot on the peg as my hamstring was cramping so bad. I had made a change to the shock just before the race and though It felt fast my laps were a second off what I had done in F-2. So it was a good lesson for me, I need a pit board and more testing of settings in practice. Next month for sure I will figure something out from what I learned this time. Will Eikenberry WSMC # 87 CCS Pacific # 63 Thanks to all who helped me, Keith Code and the California Superbike School, Kawasaki, Dunlop, Silkolene, AGV Sports, KBC Helmets, Lockhart Phillips, Sharkskinz, Elka Shocks, GP Suspension, Factory Pro Tuning, Graves Motorsports, Mackie's, L&L Motorsports, Pit Bull, Yin's TKD, Stompgrip.

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It's not a big deal to change them and you most likly will not feel the need to if you have Race Tech set them up for you. They are more than happy to help if you do want to change latter though. Will

Oh contrare, Siglin is on the Roadracing World 750 he won last year for the talent search. Will

What im saying is that all the bikes I have ridden (standard and sport) will do the same thing wit the same input. I wasn't trying to compair a 50 MPH bike to a 150 MPH bike on the same track. But the stadard you spoke of to the sportbike. In that compairison I am saying that the bikes can be ridden with same plan and technique. It isn't to change to trailing just because the bike is different, unless you start taking the power up to and over 200, then I will bend to your theary. Only so long as the outright fastest lap in the goal though as even those bikes can be ridden brake, turn, roll-on. Max has shown that the 250 style can work as well as second in GP. Will

Hi All This was my first race back since dislocating my right arm and I was a little worried to say the least. In practice I was able to do a couple of high 23s but it was zinging my arm to do it. I was just hoping to get on the podium and salvage some points on this double point?s weekend. My first race was 750 Superstock, the only DOT tire class I run. All through practice I had run slicks and it was very hot. This was race one and I didn?t consider the 30 degree temperature difference from the day before with my settings. I got off in fourth behind Kovaric, Keiffer, Eaton. I was having a hard time staying with them as the rear didn?t have the traction I needed to exploit my 636s advantage in the turns. It was without a doubt the most hectic race I have ever been in as Eaton pulled away leaving Kovaric, Keiffer and myself to figure a way past the back markers. The three of us came into turn eight on the fourth lap and into a group of five guys. It was the first time I have had to use the brakes going into eight. That maylay gave Adams a run up to me and he got by going into one. Now I was fifth and a podium was not looking likely. Kovaric was slowing and had been passed by both Keiffer and Adams and I had him in my sights. On the last lap I set him up taking a wide line into four and got him going down into five. No time left to try and get back up to third I finished fourth in the only multi bike 750 race battle I have been in since starting with the 636. Second was 750 MP and having seen first hand how fast some of the 750s were I knew my only hope was to get to the front fast keep from getting a pack of them. My arm was sore and though I couldn?t ride the way I wanted to I knew I could ride without doing more damage to it. I got off in fourth and coming out of turn two I almost impaled Munoz who had seen the red flag when all I could see was Stearn and Eaton. On the four lap restart I got off in fourth and moved up to second behind Eaton and starting looking for his weak spot. On the start of the third lap I got by and put my head down not knowing how much he had in reserve. At the stripe I turned around and I didn?t see him on the straight. Boy was I happy, I had ridden well and put two fast laps in. My lap timer was dead so how fast I don?t know, but with 650 Superbike coming up it was just the boost in confidence I needed. Next up was F-40 and with Watts back out on his 250 I was looking for a battle. Watts high sided in four on the warm up lap and stayed down, I think he was out for a few seconds at least. As I went by he raised his head, that was a relief after having a guy life flighted from the 750 MP race. I took the race as another practice for the 650 Superbike and never saw another rider after the green flag. 650 Superbike was the a race I was particularly worried about with Palazzo, Perez, Siglin in it there was a good chance I would be fourth. I forgot to put the tire warmers on the new tires before I went out for 750MP and with it being race six and 650 SB eight it was all I could do to get about five minutes of heat on them. It would have been zero if Tarl and Adam from Stoney Landers pit hadn?t come over to help. During the tire change was the first time I realized how hot it was as I was pouring sweat, I asked how hot it was and was told 100 degrees with the track temp at 140 degrees. I got a good start but going into one my reserved riding style really showed, as all three of them stuffed me. I kept up as well as I could but I could see right away they were going to leave me. On the second lap the red flag came out and they pulled us into the pit. Now with my tires warm and theirs cooling to the same I thought I had a chance. I got the same start as before but only Siglin and Perez got by. Going into two I was going to go around them on the outside and just as made the line change I saw Palazzo on the outside of me, I can?t believe I didn?t hit him. So with the three of them in front of me I saw that I could run the pace. I went to work on Siglin and knew I could pass him but I didn?t want to get into it with Palazzo and Perez so I waited until the last lap and got him going into three taking third. I put a good gap on him to the line, with the 20 to 30 MPH wind he was pushing wide in eight and my bike was glued to the track. I finished about a second back from the battle for first that was less than wheel to Palazzo. With the day almost done and Palazzo in the F-2 I had reserved myself to finish second. I got off in the lead and lead for most of the first two laps when Palazzo came by on the outside going into nine. I was already going as fast I cared to and just let it go, finishing an uneventful second. I was so happy to be able to ride with my arm still injured let alone do so well and with my kids and father there to see it. My dad went to Daytona in 1990 to watch me race the AMA CCS three hour but the motor blew before I had a chance to go out on it, so it was a big bonus for him to be able to see me race on Fathers day. Will Eikenberry WSMC # 87 CCS Pacific # 63 Thanks to all who helped me, Keith Code and the California Superbike School, Kawasaki, Dunlop, Silkolene, AGV Sports, KBC Helmets, Lockhart Phillips, Sharkskinz, Elka Shocks, GP Suspension, Factory Pro Tuning, Graves Motorsports, Mackie's, L&L Motorsports, Pit Bull, Yin's TKD, Stompgrip.

That number was the before I even took the valve cover off to adjust the valves with and Acrapovic, PC3, K&N filter, and Ultmate 4 fuel. Now with a valve job, cam timming, and MR9 it was 118 in January. I am thinking of freshening it up now as I have 6 race weekends (5 sprints each and four 1/2 hour endurance races)and 5 track days on it already. Will

I have ridden Nashville and turn one two is a lot like turn eight nine at Willow, but about 40 mph slower. My point is the turn can ridden without the brakes. If you find the speed that the front will push that is as fast as a bike will slow once turned, and there is no risk of locking the front and loosing the gyro ( crashing). This is a hard skill to develop as it will kick in most peoples SRs. but once you have the sense of traction and speed to push the front most trail braking situations are better handled by quick turning at a speed that will push the front, all that is needed to stop the front from pushing is the slightest amount of throttle. As for it being necessary to ride a particular bike a different way, none that I have ever ridden. I ride every bike I get on the same way. The speed will vary as the lean angle and traction varies. I have ridden every kind of bike on the track at one time from YSRs to Bagger Harley's and they all tracked the same through a corner. Will

When I raced before I was way more aggressive and would push past the edge of control. I didn't crash much, three times in three years. I sure had a lot more almost crashes than I have now. The older I get the faster I was has been my thought until this year. I am at least as fast as I was though much more controlled and skilled. All the top guys ride every day they can. Racing consistently has been what brought my speed up. Will

Technicaly that was it, the 1st and 2nd. I missed the WSMC in May. Good thing because my arm was not too good. June WSMC will be my next race. Will

The only reason to do this is if the throttle doesn't work right, the bike stumbles or bogs. That leads back to it origins Harley dirt trackers. Will

Keep racing it will come. Knowing what and where to look would help with the disparity in race and qualifying time. As you get better the difference will shrink. I am still a half to three quarters of a second slower qualifying than racing (with race set-up). Some of it is getting up for qualifying; I don't get near as excited about pushing unless it is to keep up with someone. Will

Did you have your bike sprung for your weight? If so then skills would be the best bet. If you are big and the springs are stock respringing would be a big change. Continuing to drag hard parts is not a good option, and changing the pegs may get you over more but there will always be another thing that drags. Will

Where you are looking could be an issue but it sounds more like you are tight on the bars ( pushing or pulling on the opisite bar to negate the steering force). If you are locked on the bike with your legs any steering input should create an instant effect. Will

I do work on the student bikes when I have time before schools, and sometimes during the day. I am avalible for questions anytime and can get you to a baseline set-up quickly. Sag is the most time consuming part so if you can do that before you come it will be better. Will

There are a few things you could do; #1. flatten the gas. #2. Lift the bike. #3. Shut the gas off for an instant. What would make the difference is the speed of the corner and the swiftness it broke loose. In fast corners if you have good throttle control #1 should work. If you are close to the end of the turn #2. And the slower you are going the sooner #3 is the answer. Will